Last month, American Airlines introduced stricter enforcements of boarding groups to prevent “line-jumping” and premature boardings of flights.
With the new measures getting rave reviews at the first few airports, American is rolling new technology out for all the airports they are doing business with in the U.S.
American Puts its Foot Down
Since American Airlines implemented new technology in October to prevent premature boardings, the airline will move forward with introducing it to over 100 more airports in the near future.
American first tested the new technology at Albuquerque International Sunport Airport in New Mexico and Tucson International Airport in Arizona. The airline shortly brought it to a third airline last month: Ronald Reagan Washington National Airport in Crystal City, Virginia.
With over 350 airports worldwide American flies to, there isn’t a definite list as of now which ones will soon receive this new technology. At least two of the confirmed airports will be Hartsfield-Jackson International Airport in Atlanta, Georgia and Austin-Bergstrom International Airport in Austin, Texas.
This new technology requires passengers to scan their boarding pass at a scanner near the gate. If it’s not the passenger’s turn to board the aircraft, the scanner will let out an audible beep. A nearby agent will then force the passenger out of line so passengers who are entitled to board early may do so.
American Airlines departing the hangar. Image: American Airlines
This new measure is seemingly working to prevent crowds of people from huddling up close to the gate. It also helps get priority boarders on the plane much faster than before.
American Airlines Senior Vice President of Airport Operations Julie Rath commented on the convenience of the new boarding procedures:
“The initial positive response from customers and team members has exceeded our expectations, so we are thrilled to leverage this technology to deliver for them ahead of the Thanksgiving holiday.”
American Airlines Boarding Groups
Here’s the current list of boarding groups American Airlines currently has:
Boarding Group
Boarding Pass Type
ConciergeKey members
ConciergeKey Members
Group 1
First Class U.S. Military AAdvantage Executive Platinum Members
Group 2
AAdvantage Platinum Pro Members Oneworld Emerald Members
Group 3
AAdvantage Platinum Members Oneworld Sapphire Members
Group 4
AAdvantage Gold Members Oneworld Ruby Members Airpass Holders Premium Economy Citi / AAdvantage Executive credit card owners Travelers who bought Priority boarding
Group 5
Main Cabin Extra AAdvantage members with more than 15,000 Loyalty Points AAdvantage credit card owners
Group 6
AAdvantage Members
Groups 7 & 8
Main Cabin
Group 9
Basic Economy
American currently gives families with children under the age of two the opportunity to board the plane earlier than they’re scheduled. More details are available at this link.
Currently, there is no timetable for the airline to deliver this technology to all airports.
A new United Airlines lounge will soon be available to consumers. The lounge won’t be located at an airport, but rather a sports venue.
The new lounge could certainly help increase the venue’s revenue during sports games, and in turn, would give local fans a brand-new VIP option at the venue, especially if they also happen to fly with United.
Game On for United
United to Open Washington DC Lounge at Arena in 2025 3
United Airlines and Monumental Sports & Entertainment (MSE) have unveiled plans to open a United Globe Lounge and United Globe Club. The new lounge space will be at the Capital One Arena in Washington D.C. The space will be available to a select number of customers during Wizards games, Capitals games, and other events.
The new lounge and club are part of a $800 million renovation project taking place at Capital One Arena. The spaces are expected to officially open in the fall of 2025.
To gain access to these new spaces, United MileagePlus members can exchange points for certain game ticket packages. If you don’t have a United MileagePlus account, you can register for free here.
The new spaces combined will offer a total of 24,000 square feet across at least two stories.
United Airlines Lounge and Club Explained
The United Globe Club offers a multi-level space that provides access to multiple dining and bar spaces. Complimentary alcoholic and non-alcoholic beverages will also be served. Each event can serve up to 800 guests, and those who purchase VIP tickets can obtain access.
The United Globe Lounge is exclusive to customers that purchase or obtain Wizards or Capitals front-row seats. The Lounge gives customers exclusive access to dining and bar areas with a more luxurious and private atmosphere compared to the Club space. Each event will only serve 150 guests.
MSE President of Business Operations and Chief Commercial Officer Jim Van Stone had these comments in the recent press release:
“The United Globe Club and Lounge will provide our fans with an exclusive, dynamic environment where they can enjoy our world-class events with luxurious amenities, all just steps away from the court, rink, or stage.”
United Airlines Managing Director of Global Sponsorships Jennifer Entenman also added her thoughts during the announcement:
“As Monumental Sports & Entertainment’s official global airline partner, together we set out to reimagine an enhanced in-arena experience, and we’re thrilled to create not one but two unique and unparalleled premium destinations for fans, with more excitement to come.”
Upgrades to the Club and Lounge spaces will be made into 2026. An exclusive entrance from outside right into the entrance lobby is currently in the works so that qualified ticket package holders won’t need to use one of the main entrances to the venue.
The press release also mentions the construction of a new concourse at United’s hub at Washington Dulles International Airport. The new space is scheduled to also open in 2026.
Frontier Airlines announced a significant route expansion that will take place in the coming months. These new routes will give more travelers opportunities to fly to their ideal destinations on a budget.
Some of these new routes offer fares starting as low as $19 per customer. This gives customers a convincing pitch to choose Frontier over another airline in the near future.
New Frontier Airlines Routes
Frontier Airlines has outlined its 16 new routes that will start in February and March of next year. A total of 21 destinations are among these routes.
One of these routes is exclusive to the Caribbeans, as Frontier will fly once weekly between Antigua and Barbuda and Puerto Rico. Antigua and Barbuda is also one of the destinations that Frontier is returning to since the COVID-19 pandemic, along with Tucson, Arizona and Reno, Nevada.
Here’s a breakdown of Frontier’s newest flights for 2025:
Departure
Arrival
Frequency
Start Date
Intro Fare
V.C. Bird International Airport (ANU)
Luis Muñoz Marín International Airport (SJU)
Once weekly
15 February, 2025
$59
Hartsfield-Jackson Atlanta International Airport (ATL)
Indianapolis Airport Authority (IND)
Three times per week
7 March, 2025
$19
Austin-Bergstrom International Airport (AUS)
Cincinnati/Northern Kentucky International Airport (CVG)
Twice weekly
7 March, 2025
$59
Austin-Bergstrom International Airport (AUS)
Chicago O’Hare International Airport (ORD)
Three times per week
6 March, 2025
$69
Austin-Bergstrom International Airport (AUS)
Orlando International Airport (MCO)
Three times per week
6 March, 2025
$49
Austin-Bergstrom International Airport (AUS)
Phoenix Sky Harbor International Airport (PHX)
Twice weekly
7 March, 2025
$69
Bradley International Airport (BDL)
Miami International Airport (MIA)
Twice weekly
13 February, 2025
$19
Nashville International Airport (BNA)
Orlando International Airport (MCO)
Three times per week
7 March, 2025
$19
Reno-Tahoe International Airport (RNO)
Harry Reid International Airport (LAS)
Three times per week
7 March, 2025
$19
Denver International Airport (DEN)
Reno-Tahoe International Airport (RNO)
Three times per week
7 March, 2025
$19
Denver International Airport (DEN)
Tucson International Airport (TUS)
Three times per week
3 March, 2025
$19
George Bush Intercontinental Airport (IAH)
Tampa International Airport (TPA)
Three times per week
6 March, 2025
$29
Los Angeles International Airport (LAX)
Orlando International Airport (MCO)
Once daily
7 March, 2025
$99
Tampa International Airport (TPA)
Indianapolis Airport Authority (IND)
Three times per week
7 March, 2025
$59
Tampa International Airport (TPA)
Milwaukee Mitchell International Airport (MKE)
Three times per week
7 March, 2025
$59
Orlando International Airport (MCO)
Will Rogers World Airport (OKC)
Twice weekly
7 March, 2025
$69
Furthermore, roundtrip flights and flights back to the original location will also be available.
Frontier Airlines to Add Over a Dozen New Popular Routes in 2025 5
Frontier Executive Comments
Frontier Airlines Vice President of Network and Operations Design Josh Flyr shared his thoughts in the latest press release:
“With our return to Tucson, Ariz., Reno, Nev., and Antigua and Barbuda, and with expanded service from cities coast to coast, consumers can continue to look to Frontier as their ultra-low cost carrier of choice.”
Many new routes in this new expansion start at just $19. However, travelers are encouraged to book in advance to claim these low prices. Frontier is making its case as to why it should be the airline of choice for budget-conscious customers.
Customers have until midnight 26 November to book on one of these new routes and claim the introductory fare. Travelers can book their flights as late as 21 April, 2025. Refer to the press release for blackout dates.
When Grumman began drawing the S2F-1, they were in effect replacing their own previous AF Guardian design- the first purpose-built carrier-based antisubmarine warfare aircraft. The Guardian “system” was actually two aircraft- one to detect and localize contacts using several types of detection equipment (the AF-2W “hunter”), and another aircraft equipped with weapons systems to attack contacts (the AF-2S “killer”). Grumman’s new dedicated carrier-based antisubmarine aircraft would combine both hunter and killer roles into a single airframe.
Official US Navy photograph
A Grumman Design All the Way
Grumman’s G-89 design was conventional, simple, and ruggedly built. Powered by a pair of Wright R-1820 Cyclone radial piston engines, the design featured high-mounted, high-aspect wings spanning more than 72 feet that folded nearly flat over the fuselage for storage onboard aircraft carriers.
The aircraft also featured tricycle landing gear with a stout tail wheel, designed for use when launching via catapult, and a crew of four. The Navy’s Bureau of Aeronautics (BuAer) ordered two prototype XS2F-1 and 15 production S2F-1 aircraft simultaneously at the end of June 1950.
Official US Navy photograph
Sensors We Still Use Today
The Stoof first took to the skies on 4 December 1952. To detect and localize targets, the S2F was equipped with the three tools every antisubmarine aircraft had to have then (and really still do): Radar, Sonar, and MAD. The radar was the Philco/Ford AN/APS-38 X-band system ventrally mounted in a retractable radome.
The non-acoustic sensor operator was seated on the port side of the crew compartment. Sonar was facilitated by passive and active sonobuoys, which were released from the rear of both engine nacelles. Signals from the sonobuoys were received at the acoustic sensor operator’s station on the starboard side of the crew compartment.
Official US Navy photograph
MADMAN! MADMAN! MADMAN! Smoke Away!
The AN/ASQ-8 Magnetic Anomaly Detector (MAD) was mounted at the end of a retractable boom that extended from the extreme aft end of the fuselage below the rudder. The early Stoof variants also had a radome mounted on top of the fuselage forward, just behind the cockpit housing Electronic Surveillance Measures (ESM) equipment. Also mounted in the ESM radome was a particle detector (or sniffer) capable of detecting diesel fuel exhaust particles. A 70 million candlepower searchlight was mounted on the starboard wing. The Stoof was also equipped with smoke marker dispensers for visual MAD datum tracking.
Official US Navy photograph
Warshots For Soviet Targets
To attack and “kill” their targets, operational Trackers were capable of carrying two Mark 34, Mark 41, Mark 43, Mark 44, or Mark 46 lightweight torpedoes or one Mark 90 nuclear depth charge in their 4,800-pound capacity internal bomb bays. Under the outer wing panels, six underwing hard points could also carry conventional Mark 54 depth charges, unguided high-velocity aircraft rocket (HVAR) or Zuni rocket pods, or four more lightweight torpedoes. Later Tracker variants could also carry AGM-12 Bullpup air-to-ground missiles.
Official US Navy photograph
Continuously Improving the Stoof
As S2Fs served over the years, they were upgraded and improved. The ESM ventral radome was removed, and the sensors were relocated to rounded wingtip housings. The engine nacelles were modified to allow carriage of additional sonobuoys (too many of which no sensor operator [or senso] could possibly have).
As sonobuoys, their associated receivers, and other detection and localization equipment improved, those improvements were integrated into the Tracker fleet. In 1962, when the entire aircraft designation system was revised, the S2F-1 Trackers were redesignated as the S-2A Trackers. And so on…
Official US Navy photograph
What Couldn’t the Tracker Do?
Trackers were also adapted for other roles. S2F-1T/TS-2A Trackers served as multi-engine trainers. S2F-1U/US-2A (and later US-2B, US-2C, and US-2F) Trackers had their ASW mission equipment removed and seats installed in their place. The Marines even operated a few US-2As and US-2Bs. The S2F-2P/RS-2C was a single photo reconnaissance version of the Tracker.
Beginning with the S2F-3/S-2D, the Tracker received a fuselage extension just aft of the cockpit, larger tail surfaces, increased fuel capacity, and those modified engine nacelles. The S2F-3S/S-2E received improved detection equipment. When the Navy needed an electronic warfare trainer aircraft, the WS-2D filled the role. The S-2G was the last ASW version of the Tracker, derived from improved previous-build S-2Es.
Official US Navy photograph
For the rest of the Tracker story, bang NEXT PAGE below
When you think of meals suitable for first class, what’s the first thing that comes to mind? If you answered a fast food cheeseburger, you may have something in common with the folks at Delta Air Lines.
Starting next month, cheeseburgers from Shake Shack will make their way on the first class menu on select Delta flights. Delta executives explain the decision in the company’s most recent press release.
Shake Shack Cheeseburgers at 35,000 Feet
Delta Air Lines will soon debut the signature Shake Shack ShackBurger for first class passengers. These burgers will first become available on flights of over 900 miles in distance departing Boston Logan Airport starting 1 December. The airline plans to introduce the burger to more markets ‘throughout 2025’.
The ShackBurger features a 100% Angus beef patty with cheese, tomato, lettuce, and trademark ShackSauce in between two toasted potato buns. Customers can also opt to order a plain Shake Shack Cheeseburger.
Customers also receive chips, a Caesar salad, and a dark chocolate brownie along with their burger.
Image: Delta Air Lines Entrée – ShackBurger – toasted potato bun, beef patty, cheese slice Salad – SS salad w/ Caesar dressing (no brand/packaging) Side – 1 lettuce, 2 sliced onion rings, 2 sliced tomato, 2 pickles chips, SS sauce (1 oz) Side – crinkle cut potato chips – 1 oz (no brand or packaging) Side – Brownie – 1.2 oz (no brand or packaging) Bev – (Rockglass) – domestic beer (Miller Light,)
Delta Air Lines Managing Director of Onboard Service Stephanie Laster explained the decision to introduce the burger in first class.
“A delicious cheeseburger is an iconic comfort food…which is why burgers are one of the top ordered menu items we offer, and we’re thrilled to elevate the offering with Shake Shack,” Laster said. “Shake Shack’s people-first culture and commitment to enriching their neighborhoods are spot on with our own brand values of service excellence and helping the communities we serve.”
How to Order a Shake Shack Burger First Class
First class travelers on participating Delta flights will need to pre-select the burger up to 24 hours before the scheduled departure time. The option to pre-select meals will be available the week before the flight.
Customers can access the pre-select menu through Delta’s Fly Delta mobile app. From there, customers will be able to choose a Shake Shack Cheeseburger. Extra toppings will also be available to upgrade the cheeseburger into the ShackBurger.
Alternatively, customers can access the menu on a web browser. Customers must find a specific email from Delta and click on the link to get to this menu and make a meal selection.
Delta has also recently updated its seasonal wine selection for Main Cabin passengers and up. Travelers will be able to enjoy a flavorful new wine along with a Shake Shack burger, Butternut Squash Ravioli, or another Delta delicacy on the menu.
The wait is over: it’s release day for Microsoft Flight Simulator 2024.
The game builds on the staggering success of the world’s most popular flight simulator series and is the most immersive and technologically advanced flight simulator to date.
Microsoft is launching the game simultaneously worldwide today (19 November). Players can download the game beginning at 1100 EST / 0800 PST.
Microsoft Flight Simulator 2024 is cleared for landing! Please consult the Arrivals Board to confirm the release time in your local area. 🛬 pic.twitter.com/zjMxTUW9Sm
Four different game editions are available, each with unique features and requirements.
Standard ($69.99): This is the basic version of MSFS24 and includes over 65 aircraft and 150 airports.
Deluxe ($99.99): This edition includes all features from the Standard Edition plus ten additional aircraft and five additional airports.
Premium Deluxe ($129.99): This upgrade includes all the features of the Standard Edition, plus 25 additional aircraft and ten additional airports.
Aviator ($199.99): This upgrade includes all the features of the Premium Deluxe Edition plus the complete fleet of 30 Microsoft Marketplace aircraft available for MSFS between 2021 and 2024.
Given the advanced technology and the graphically intensive gameplay, Microsoft Flight Simulator 2024 requires robust hardware to run smoothly.
Minimum technical specifications indicate users will need at least 16 GB of RAM. However, Microsoft’s ideal RAM specification is 64 GB. At least 50 GB of free storage is recommended across the board.
Check out the complete list of PC specifications below.
Minimum, recommended, and ideal system settings for Microsoft Flight Simulator 2024 | IMAGE: Microsoft
What’s New in MSFS24
Air Racing in MSFS24 | IMAGE: Microsoft
One of the standout features of Microsoft Flight Simulator 2024 (MSFS24) is its stunning graphics. Leveraging the latest in gaming technology and powered by French video game developer Asobo Studio, MSFS24 features hyper-realistic visuals that blur the line between real life and digital life. The game world is rendered in stunning detail using satellite data and Azure AI, from bustling global cityscapes to serene rural landscapes. The game utilizes real-world data to simulate hyper-realistic weather patterns, day-night cycles, and seasonal changes. Additional atmospheric and weather features include the Northern and Southern Lights, tornadoes, hurricanes, and other severe storms.
Screenshot from MSFS24 gameplay | IMAGE: Microsoft
In addition, the game features live air traffic with accurate models and liveries of airlines worldwide.
The global map in Microsoft Flight Simulator 2024 covers virtually every corner of the Earth. From the remote islands of the Pacific to the sprawling metropolises of Europe, players have the opportunity to explore like never before. The game features major landmarks, natural wonders, and even small local airports – down to 3D tessellated dirt, stones, trees, and grass.
MSFS24 also improves the appearance and performance of maritime traffic on the world’s waterways. Additionally, players will notice marked improvements in vertical obstacles (such as towers, smokestacks, and powerlines), oil rigs, glider airports, and heliports.
On the ground, players will see migrating herds of animals and more realistic vehicular traffic on highways around the world.
MSFS24 Features a Remarkable Lineup of Aircraft
A Boeing Dreamlifter takes off in MSFS24 | IMAGE: Microsoft
MSFS24 introduces many new aircraft, ranging from light general aviation planes to blimps and everything in between. Each aircraft is meticulously detailed, both externally and internally, with accurate cockpits and flight dynamics. Microsoft has worked closely with aviation experts and pilots to ensure that each plane behaves as it would in the real world, offering a true-to-life flying experience.
Areas of improved flight performance and simulator technology include accelerated download, load, and installation times, enhanced aircraft electrical, fuel, pneumatic, and hydraulic systems, improved avionics, and enhanced multithreading.
Check out the complete list of new aircraft available in the image below. For more detailed information on the new aircraft types available in MSFS24, click here.
Graphical list of aircraft available in MSFS24 | IMAGE: Microsoft
Endless Missions and Aviation Career Paths
A screenshot of a high seas mission in MSFS24 | IMAGE: Microsoft
Microsoft Flight Simulator 2024 includes authentic aviation missions. Developers have worked with global partners to bring careers in aerial firefighting, search and rescue ops, Coast Guard missions, helicopter cargo hook missions, air ambulance, skydiving, VIP air charters, and air racing to life.
The career mode offers a structured path with missions and objectives that simulate a professional pilot’s journey. This mode will include various challenges, such as emergency situations, complex flight plans, more realistic failures, and problems with wear and tear.
Players will notice a massive improvement in the flight management system in MSFS24. Filing flight plans is much more intuitive, with users able to file on their web browser, phone, in the game menu, or in the cockpit.
MSFS24 also introduces an electronic flight bag, pilot walkarounds, and detailed pre-flight inspections.
Screenshot of gameplay in MSFS24 | IMAGE: Microsoft
The Future is Here
Screenshot of MSFS24 gameplay | IMAGE: Microsoft
If you’re one of the lucky ones to have the opportunity to play MSFS24 later today, please let us know what you think!
However, consider upgrading your system before taking flight. Upgrading your GPU and CPU is the most impactful way to prepare your system for MSFS24. While Microsoft has issued minimum requirements for the game, let’s not kid ourselves: the sophisticated and immersive technology at our fingertips in MSFS24 requires robust and top-of-the-line performance. Nobody wants to fly through a thunderstorm over Paris during the Aurora Borealis in a hot air balloon while their system drags.
It’s hard to imagine where flight simulation will go from here. But whenever we think technology has reached its limit, something better comes along. The same goes for Microsoft’s flight simulator franchise. Since its launch in 1982, Microsoft Flight Simulator has captured the imagination of avgeeks and aviation enthusiasts of every age.
MSFS24 is no exception.
The future is here.
For a complete FAQ guide to Microsoft Flight Simulator 2024, click here.
Pualani is returning to New Zealand this holiday season. Hawaiian Airlines will operate flights again from Hawaii to New Zealand for the next six months. The company cherished the first flight from Auckland on Saturday.
Haere Mai, Hawaiian Airlines
The past weekend kicked off the return to New Zealand for Hawaiian Airlines. The airline will operate nonstop flights connecting Honolulu, Hawaii and Auckland, New Zealand from now until late April of next year.
To commemorate the first flight of the season, Hawaiian Airlines staff welcomed New Zealand travelers on Flight HA446 with fresh orchid leis on their arrival in Honolulu.
Hawaiian will conduct six flights per week involving the seasonal route: Three flying to Auckland and three flying back to Honolulu. On Mondays, Wednesdays, and Fridays, Flight HA445 will depart Honolulu at 1305 and arrive in Auckland at 2120 next-day. Tuesdays, Thursdays, and Saturdays are when Flight HA446 will fly from Auckland at 2330 and land back in Honolulu at 915 the following day.
All flights will take place on an Airbus A330 that seats up to 278 passengers. The last flight of the season is scheduled for 30 April, 2025.
Hawaiian also sees the Auckland-Honolulu route as an opportunity for New Zealanders to connect flights to continental U.S. cities such as New York, Los Angeles, or Seattle.
Photo: Hawaiian Airlines
Williss on the Honolulu-Auckland Seasonal Route
Hawaiian Airlines Regional Director Russell Williss added comments upon the beginning of the returning seasonal route:
“A tremendous level of care has gone into ensuring the return of our service was a success — for both our wonderful guests and incredible employees, who are just as excited to serve this important part of our network.”
Hawaiian also touts this route as the very first time Kiwi travelers can access Starlink Wi-Fi in the air. The Elon Musk satellite internet service provides super-fast internet from anywhere, capable of video-streaming and conference-hosting without any slowdowns.
Hawaiian Airlines has been flying to and from Auckland since the spring of 2013. The two Pacific Islands are separated by 4,400 miles. The airline also recently celebrated its 40th anniversary of operating flights to and from American Samoa.
Low-cost U.S. airline Avelo Airlines is taking a big leap forward with flights outside of U.S. territory for the first time. Two new Avelo international routes are starting over the next month.
This move comes to create healthy competition for Breeze Airways, which is a post-COVID airline rapidly gaining momentum. The two airlines will share similar routes along America’s eastern seaboard for the foreseeable future.
A Rastafarian Route
Avelo Airlines made its first official flight outside of the U.S., this past weekend. The first foreign flight touched down at Sangster International Airport in Montego Bay, Jamaica. The inaugural flight had over 150 passengers on board, flying from Bradley International Airport in Hartford, Connecticut.
Avelo will manage one flight each on Wednesdays and Saturdays from Connecticut to Jamaica. These flights will be using the airline’s Boeing 737 aircraft.
This route was decided strategically by Avelo brass As over 50,000 residents in Connecticut have Jamaican ancestry, the airline sees the route as an opportunity to create convenience for those that want to see friends and family in the Caribbeans.
Avelo CEO Andrew Levy addressed members of the media regarding the first flight to Jamaica:
“This is a significant milestone for Avelo. With a large Jamaican community residing in Connecticut, we are looking forward to making it easier for them to connect with family and friends.”
CEO of Sangster Airport Shane Munroe also had encouraging words about the new route:
“We are confident that this will not only boost tourism to Jamaica but also open more opportunities for cultural exchange and business between the two regions.”
An Avelo Airlines Boeing 737-800 at Hollywood Burbank Airport on 07 April 2021 | IMAGE: Joe Scarnici/Getty Images for Avelo)
This new route announcement to Jamaica was made right after Avelo claimed its own base at Bradley Airport. The base opened on 7 November. Aside from international flights, Avelo will use the airport to fly to Concord, North Carolina, Wilmington, North Carolina, Daytona Beach, Florida, Lakeland, Florida, and Houston, Texas. Flights will operate to each destination twice weekly.
Saying “Hola” to Avelo International Routes
Avelo is also commencing its second international route very soon. Starting 20 November, Avelo will fly from Houston to Cancun, Mexico. Avelo will also plan flights to Cancun from Hartford in the future.
Connecticut Governor Ned Lamont gave his thoughts on the state’s relationship with the airline:
“Over the last several years, Bradley has implemented many major improvements that have resulted in this airport being ranked by leading travel analysts as one of the best in the nation.”
“The addition of Avelo Airlines at Bradley will only increase this airport’s reputation as one of the most convenient airports in the northeast. I look forward to Avelo’s continued growth in Connecticut.”
The U-2 Dragonfly was not only tested on a carrier; the jet also successfully carried out a CIA spy mission.
A while ago, we wrote an article about a C-130 that did carrier trials. As hard as it is to believe, a Lockheed KC-130F Hercules tanker conducted a series of test landings and takeoffs from the deck of the USS Forrestal (CVA-59). The crew made 29 touch-and-go landings, 21 full-stop landings, and 21 unassisted takeoffs. They were deck-run takeoffs (without catapult assist) while weighing from 85,000 pounds all the way up to 121,000 pounds.
The KC-130 wasn’t the only unique aircraft trialed by the Navy. Did you know that a U-2 was actually tested on an aircraft carrier as well?
Less than a year after the KC-130 conducted tests, the U-2 attempted to land on the deck of the USS Ranger (CVA-61). The U-2, specially modified and known as a U-2G, had additional equipment added to it in order to support carrier ops. The plane had strengthened gear and a tail hook to enable carrier operations.
Why did they need a U-2 on an aircraft carrier?
At the time, the CIA saw the U-2 as the ideal observation and spy platform. Unfortunately, the U-2 was also a very sensitive platform–both militarily and politically. Just a few years earlier, Francis Gary Powers’ U-2 was shot down over the Soviet Union. Many of the United States’ most trusted allies worried that hosting the spy aircraft could lead to riling up the then very powerful and influential Soviet Union.
Thus, Operation Project Whale Tale was launched. It was conceived as a way to launch necessary spy activities in both areas that were previously difficult to access. A side effect was to avoid any political entanglements from launching from allied territories.
Back When a U-2 Spy Plane Operated From an Aircraft Carrier 28
Was it a standard U-2?
The U-2 that they used for the test was an off-the-shelf U-2 with some important modifications. The modified spy jet, then renamed the U-2G, required strengthened landing gear and internal structures to handle the loads of a carrier landing. It also needed an arrestor hook.
The pilots selected for this program trained on the modified aircraft. Learning to operate the aircraft in such tight spaces was no small feat. Remember that landing a U-2 is no easy feat, even under normal conditions. Visibility in the aircraft is poor. This is due to the aircraft’s design and the pilots wearing a visibility-limiting spacesuit in a tight, fighter-like cockpit. On short final, the spy plane pilot is talked down by a guide vehicle (usually a sports car) that rendezvous with the aircraft on the runway.
Below is a video of a typical U-2 approach, highlighting the challenge of landing a U-2 on an 8,000+ foot runway, courtesy of our friends at AirshowStuff.
It wasn’t perfect but, landing a U-2 on a carrier was possible!
According to an excellent synopsis in Air and Space Forces Magazine, testing began in 1963 when a standard U-2 with the aforementioned modifications was hoisted onto the deck of the Kitty Hawk. Lockheed test pilot Bob Schumacher took off with a full fuel load and a deck run of 321 feet. A CIA report on subsequent landing tests stated that “the aircraft bounced, hit hard on one wingtip, and then barely managed to become airborne again before reaching the end of the deck.”
After reviewing the test data, the U-2 was further modified with flight control modifications, like spoilers, to increase control and decrease lift for the more precise carrier landings. The upgraded model became known as the U-2G. The first successful (and uneventful) landing occurred on 2 March 1964.
Back When a U-2 Spy Plane Operated From an Aircraft Carrier 29
Just two months later, the CIA selected the U-2G for assignment in an operation known as Operation Fish Hawk. The mission was to observe French nuclear activity in the South Pacific. The U-2 was the perfect aircraft for such a feat.
According to the CIA website, “The U-2G took off successfully on 19 May 1964, but cloud cover obscured a number of the targets, so a second mission was authorized for 23 May. This sortie succeeded brilliantly, capturing high-quality photographs of all targets. The after-action report read, “From an operational and security standpoint, this was one of the most successful operations of this nature ever conducted by the United States.” Detailed analysis of the photography resulted in an in-depth report in August 1964 that fully answered questions concerning the major aspects of the French nuclear program.”
Why Did the U-2 carrier program end?
While the mission was successful, the U-2 carrier program did not last. The reasons for its demise were twofold. By the mid-1960s, the U-2 was no longer the only choice for observation and high-quality imagery missions. Other platforms were emerging that offered better and safer ways to spy. High-resolution spy space satellites, as well as the much faster SR-71, were becoming a reality.
The other catalyst behind the demise of the sea-based U-2G was the fact that the aircraft was never ideal for an aircraft carrier. After all, the U-2 had a large footprint on a relatively small deck of carriers from that day. Besides its relatively large size, operating a giant glider-winged jet that is notoriously squirrely from such a small flight deck was always risky.
With better options, it became almost a no-brainer to back away from such a difficult program.
Spirit Airlines, the Florida-based ultra-low-cost carrier, has officially filed for bankruptcy protection as it battles to restructure its finances.
Once celebrated for pioneering low fares with numerous add-on fees, the airline has struggled to keep up with industry challenges and mounting debt obligations.
Breaking Point: Debt, Rising Costs, and a Merger That Never Materialized
A Spirit Airlines jet taxis past a JetBlue Airbus at the gate at Fort Lauderdale-Hollywood International Airport (FLL) | IMAGE: Photo by Randolph Rojas on Unsplash
Spirit’s bankruptcy follows unsuccessful attempts to secure a merger with Frontier Airlines, which could have provided much-needed financial support. The two budget carriers initially announced plans to merge in 2022, but Spirit shareholders ultimately opted for a competing offer from JetBlue Airways.
However, a federal judge blocked the JetBlue deal earlier this year due to antitrust concerns, leaving Spirit without a strategic partner. A renewed attempt at merging with Frontier fell through in recent months, forcing Spirit to seek other means of financial survival.
Facing a $1.1 billion bond maturity deadline and higher-than-anticipated costs, Spirit turned to bankruptcy as a path forward. The airline has been working closely with most of its bondholders to devise a restructuring plan that would allow it to continue operations.
This plan, known as a “prearranged” chapter 11, would eliminate current shareholders’ equity in the airline. According to Spirit, the restructuring should not impact unsecured creditors, employees, or vendors, meaning customers with tickets and travel credits will not be affected.
Spirit Airlines put out the following statement following its bankruptcy declaration on Monday 18 November:
“Spirit has entered into an agreement with our bondholders that is expected to reduce our total debt, provide increased financial flexibility, position Spirit for long-term success and accelerate investments providing Guests with enhanced travel experiences and greater value. Part of this financial restructuring includes filing a “prearranged” chapter 11.”
Financial Pressure and Operating Losses
Spirit Airlines Airbus A320-271N | IMAGE: Spirit Airlines via Facebook
Spirit’s latest financial disclosures, submitted alongside the bankruptcy filing, paint a picture of an airline facing intense economic pressure. Higher operating costs, diminished profit margin, engine woes, and revenue losses were all cited as contributing factors.
Spirit reported that third-quarter revenue was $61 million lower than expected, partly due to the airline’s recent decision to eliminate fees for changes and cancellations. This shift, aimed at enhancing customer satisfaction, ended up limiting revenue streams that Spirit has historically relied on.
Spirit’s unique business model, which relies on ultra-low base fares with extra fees for everything beyond a basic seat, has been its defining characteristic and a significant revenue driver. However, as economic challenges rise and competitors adapt to similar pricing strategies, Spirit’s fee-driven model has become more challenging to sustain.
Efforts to Stabilize Finances: Reduced Growth and Asset Sales
A Spirit Airlines Airbus A321-271N at the gate | IMAGE: Spirit Airlines via Facebook
To stabilize its finances before filing for bankruptcy, Spirit implemented several cost-cutting measures, including scaled-back growth plans, furloughing pilots, and the sale of some aircraft.
Just recently, Spirit finalized a $519 million sale of 23 planes to GA Telesis, providing short-term financial relief. However, these steps proved insufficient to address the looming debt deadlines, including the requirement to refinance bonds by a late December deadline with its credit card processing partner.
These measures underscore Spirit’s difficult position. While Spirit was once the darling of budget-conscious travelers, offering low fares with plenty of add-on options, the airline industry’s current financial climate has made it increasingly challenging for ultra-low-cost carriers to remain profitable.
Spirit’s growth potential has been limited by high operational costs and increased competition from larger airlines that have adopted similar pricing models, making Spirit’s market advantage less distinctive.
What Spirit’s Bankruptcy Means for the Low-Cost Airline Market
A pair of Spirit Airlines Airbus aircraft at Myrtle Beach International Airport (MYR) | IMAGE: Myrtle Beach International Airport via Facebook
With Spirit now in bankruptcy, the impact on the U.S. low-cost airline market could be substantial. Spirit has stated its intent to continue operating flights throughout the restructuring process, and its agreements aim to protect existing ticket holders and employees.
As Spirit works through the restructuring, it may ultimately emerge as a leaner company with revised financial structures, potentially allowing it to compete more effectively in the long term.
For competitors like Frontier, Spirit’s bankruptcy presents an opportunity to strengthen its own position in the budget travel market without the potential challenge of a merged Spirit-Frontier entity. Meanwhile, other major U.S. airlines, such as Southwest and American Airlines, may benefit from less competitive pricing pressure from Spirit as it focuses on rebuilding.
The broader impact on customers, however, remains to be seen. While Spirit’s bankruptcy is not expected to impact flights, customers may find fewer ultra-low-cost options in the near term as Spirit reconsiders its pricing model and competitive approach. Depending on how Spirit emerges from restructuring, travelers could see changes in the range and availability of Spirit’s budget-friendly fare options.
According to Spirit, customers can use tickets, credits, and loyalty points as usual. In addition, the Free Spirit loyalty program, Saver$ Club perks, and credit card terms will all remain intact during bankruptcy.
Positioning Itself for Long-Term Success
A screenshot from Spirit Airlines’ bankruptcy information page | IMAGE: SpiritGoForward.com
Spirit’s fate is a byproduct of the challenges associated with ultra-low-cost air travel. While the model has provided immense value for budget-minded travelers, it leaves airlines particularly vulnerable to cost fluctuations and competition from both budget and legacy carriers.
If Spirit successfully completes the restructuring, it could demonstrate a path forward for other low-cost airlines facing similar financial challenges. However, if Spirit struggles to adapt, it may signal the need for a revised approach to ultra-low-cost air travel in the United States.
As Spirit moves forward, its restructuring will likely involve some tough decisions, not only on financial fronts but also on its overall business strategy. Spirit can recalibrate and establish a more resilient foundation by reexamining its approach to low-cost air travel.
In the meantime, its bankruptcy filing signals an uncertain period for Spirit Airlines that will redefine its role in the budget airline market. Spirit expects to complete the bankruptcy process during the first quarter of 2025.
Spirit Airlines encourages customers and shareholders to visit SpiritGoForward.com for the latest information.
In November 2024, we visited McConnell AFB for a KC-135 sortie to refuel the Thunderbirds. We also got to see the latest tanker in America’s fleet. Come on board a KC-46 Pegasus with us at McConnell AFB!
In the video below, watch as CMSgt Seth Thomas of the 931st Air Refueling Wing shows us the next era of tankers. He’s a senior enlisted leader at McConnell with 25 years of experience.
Watch our tour of the KC-46 Pegasus! Video by Mike Killian
The folks at McConnell AFB are writing the book on KC-46 maintenance
America’s tanker fleet is aging quickly. In early 2024, the KC-10 flew its final mission and is now retired. Plans are also in motion for the KC-46 to also replace KC-135s, which will begin retiring in 2027.
McConnell is currently home to 18 KC-135 and 24 KC-46 tankers, supported by over 1,000 maintenance personnel.
The business end of a KC-46 as the boom undergoes maintenance (Mike Killian photo)
The first KC-46 was delivered to McConnell in 2019. They are writing the book on maintaining and operating the Pegasus, even flying around the world with one earlier this year for 45 straight hours.
“With McConnell AFB being the main operating base #1 for the KC-46, a lot of things such as books and technical orders are written by our airmen here,” says Thomas. “Yes, Boeing has a maintenance plan. We translated those from the maintenance manuals that they have into the technical orders that the Air Force uses. So, a lot of the tools, the test equipment, and guidance that we use to do aircraft maintenance was done on the backs of our airmen at McConnell AFB.”
CMSgt Seth Thomas of the 931st Air Refueling Wing shows us a KC-46 Pegasus at McConnell AFB, Kansas (Mike Killian photo)
Pegasus is luxury compared to the old Stratotankers
Going on board a Pegasus, the most visible difference is how much more comfortable the crew is. Yes, it matters, especially in combat.
For example, gone are the days when the boom operator had to lie down in the back of the plane. Sure, it’s cool watching the aircraft receive fuel 20 feet from your face, but with modern tech, it’s just not necessary.
The boom operator’s station on a KC-46 Pegasus (Mike Killian photo)
With the Pegasus, the boom operators now sit just behind the flight deck. Their station has comfy chairs and 3D screens, which they watch with 3D glasses, to see what they and the receiving aircraft are doing, thanks to external cameras.
So, which plane do boom operators like more?
”Opinions vary,” says Thomas. “Pegasus is more technologically advanced. It’s easier on the boom operator and much more comfortable. A KC-135 boom station can be quite hot or cold, and you’re lying down, but it’s more hands-on. You can feel everything moving, whereas the Pegasus is set up to refuel just visually with a remote system.”
Pegasus utilizes an advanced KC-10 boom, a center-mounted drogue, and wing aerial refueling pods. Thus, it can refuel multiple types of receiver aircraft, including foreign nationals, on the same mission. Some can refuel two planes simultaneously from special “pods” under the wings.
The plane also has much more comfortable seating and crew quarters. There is even a galley onboard, complete with refrigeration and a coffee maker.
CMSgt Seth Thomas shows us the galley and crew quarters (Mike Killian photo)
The KC-46 is also equipped to fly other critical missions besides just refueling
The KC-46 is also multi-purpose. It can fly other missions as needed, such as transporting pallets of cargo or flying aeromedical evacuations.
”We can load up in the KC-46 and deploy anywhere in the world,” added Thomas. “We can bring our maintainers and all the parts and pieces we need to set up a forward operating base. Wherever that may be in the world, we can do that with the KC-46. A lot of times, if we’re refueling fighters going to the fight, we will fly there and pick up their maintainers and parts and equipment, and ferry their fighters to their forward location.”
The USAF intends to buy 179 KC-46s for $4.9 billion
KC-46 Pegasus refueling a Navy Super Hornet (photo by Navy Lt. Zach Fisher)
The Air Force intends to buy 179 of the tankers from Boeing, under a $4.9 billion contract. Rollout of the Pegasus has not been without issue, as most of you have seen in the headlines over the last several years. However, the folks who work on and fly them see a bright future for the KC-46.
The Air Force is considering seven bases as the hub for the KC-46 and says it will make that decision by 2027. The first of eight planes is scheduled for delivery in 2031.
CMSgt Seth Thomas (left) and CMSgt Craig Webb (right). Mike Killian photo
We also met CMSgt Craig Webb of the 22nd Air Refueling Wing, and had the opportunity to sit down with him and Thomas for a chat.
CMSgt Craig Webb (Left) and CMSgt Seth Thomas (right). Mike Killian photo
“There are shared challenges for both,” says Webb. “You might think the newer airplane is easier because there are plenty of manufacturers that make the parts. That’s not always the case. The more KC-46s we acquire, the more parts we need, and that projected need was all based on program-level decisions made 10-15 years ago.
“With the 135, sure, there are issues where companies making parts are now seeing demand go down. If there’s something else that’s a better business model, they are going to go there. Many have gone out of business, too.”
KC-46 cockpit (Mike Killian photo)
“Our biggest challenge, shared on both platforms, is integration. It’s easy to say the 135 is a 70-year-old airplane. However, of the components and systems on it, very few go back to the 1960s. Some of them are now from 2023 and 2024. The 135 doesn’t have the same engines and avionics as it used to. So how these new parts integrate with a 70-year-old airplane is challenging in itself.”
“The 46 is custom-built, with systems either military-specific or from variants of the 767. How those things integrate can be challenging, too.”
Our sincere thanks to both gentlemen for their time, as well as everyone at MConnell AFB serving our country.
An international trip to Frankfurt, Germany wasn’t without a rough patch or two. During a shaky experience, close to a dozen people on board the Lufthansa aircraft were injured, including six crew members.
The flight occurred during an overnight Monday flight. Despite the “brief” episode of turbulence, the Boeing 747-8 jumbo jet landed successfully in Germany with medical staff tending to injured passengers and crew members.
Turbulence on Lufthansa
A total of 329 passengers and 19 crew members were en route from Buenos Aires, Argentina to Frankfurt, Germany. At one point during the flight over the Atlantic Ocean, the aircraft shook heavily.
No more than 11 people on board were reportedly injured, including six crew members and five passengers.
The aircraft landed safely on Tuesday at 953 General Mountain Time, in which injured passengers received immediate medical treatment.
A Lufthansa spokesperson responded to the media for comment on the incident. The spokesperson explained that the turbulence occurred during a “intertropical convergence zone”. This zone refers to a band of low pressure where winds from the northeast and southeast meet near the equator.
Credit: Lufthansa
The spokesperson stressed that the incident did not affect the aircraft or endanger the passengers once the turbulence ended. “The safety of the flight was not endangered at any time,” the spokesperson wrote.
The airline stressed that passengers must fasten their seatbelts as soon as they take their seats, though more than half the people injured on board consisted of crew members. Details of the injuries on board were not available, though Lufthansa confirmed all the injuries were considered “minor”.
Back in May, a Singapore Airlines flight suffered major turbulence over Myanmar. The plane took off from London, England on the way to Singapore. The aircraft dipped 54 meters in mere seconds, lifting unsecured passengers towards the ceiling, then back down into the aisle and seats.
One passenger died from a heart attack while 104 more were injured on the flight to Singapore.
